Alfred andrew langley



(No Mdel.)

A.. A. LANGLEY.

A RAILWAY BUFFER sToP Patented 13.11.30, 1883.

N. PETERS. Pimm-Linmgmpher. washington. D. c.

Unirse STATES REGENTS PARK, COUNTY OF MIDDLESEX, ENGLAND.

RAILWAY-BUFFER sToP.-

SPECIFICATIGN forming part of Letters Patent No. 271,478, dated Jan-nary 30, 1883i. Application tiled October 9, 1882. (No model.) Patented in England October 30, 1880, No. 4,449.

.To all whom 'it may concern:

Be it known that I, ALFRED ANDREW LANG- LEY, a subject ofthe Queen of Great Britain, residing atl() Kent Terrace, Clarence Gate, Regents Park, in the county of Middlesex, England, have invented ce'rtain new and useful Improvements in RailwayBuffer Stops, (for which I have received Letters Patent in Great' rest with less shock and' risk of breakage than and vertical section.

results from the usel of butfer-stops of other and ordinary constructions.

My hydraulic buffer-stop consists of a pair of cylinders mounted horizontally and aligned with the buffers ofthe carriages on the railway. A piston-rod passes through each cylinder and through stuiiing-boxes at the cylinder ends. The pistons within the hydraulic` cylinders do not iit tightly; but nevertheless they offer considerableresista'nce to the rapid transference of water from one end of the cylinder to the other, and by an appropriatejormation of the parts the resistance is maintained approximately uniform throughout the stroke. A weight suspended in a p it by a chain is employed to draw the pistons forward in the cylinders and keep the apparatus in position, ready to meet the impacts or shocks which it is intended to receive. Vhen impact takes place the pistons are driven back, and as they recede they offer 4a resistance which gradually brings the carriage or carriages to rest, and this buffer-stop causes no rebound. The arrangement may be varied by the substitution of a single cylinder with guides on either side for the pair of cylinders described above. l

In order that myinv'ention may be most fully understood and readily carried into effect, I will proceed to describe the drawings hereunto annexed.` i

In the drawings, Figure l is a longitudinal Fig. 2 is a front elevation. Fig. 3 is a plan,partlyin section, ofthe apparatus com plete. Fig. etis alongitudinal .sec-

tion of one of the cylinders, shown separately,

a a are piston-rods, having upon them pis` tons a.' a. The pistons are contained within the cylinders b b, and the piston-rods pass through stung-boxes in the cylinder ends.

a2 a2 are buffer-heads upon the piston-rods to receive the impact ot' a train or carriage ruiming against the buffer-stop.

In place of separate buffer-heads, the pistonrods may be connected by a cross balk. or beam passing from the one to the other. They may also, if desired, be supported and guided by guide-wheels running on the rails; but I prefer to employ stationaryguides at c c, as shown.

d d are weights attached to the hinder ends ot' the piston-r0ds by chains, which are led around the guide-pulleys e c. I/Vhen the pistons are driven back the weights are raised, and after the shock the weights bring thepistons gradually back to the position in which they should stand ready t'or action.

The cylinders D b are charged with water or liquid,and there is room all round the pistons a a' for the liquid to pass them. Now, the resistance offered bythe liquid to the movement ofthe pistons will depend on two things-wiz., the velocity of the movement4 and the amount of space between the piston and the cylinder.

Now, the velocity of movement will always be greatest at the commencement of the stroke, and should be reducedto nothing by the time that the stroke is complete. Nevertheless the resistance offered should remain as nearly constant as may be. It'should not be excessive at the commencement ot' the stroke, and when the stroke has been nearly completed the resistance should remain sufficient for the bufferstop to be thoroughly effective. These conditions the use of the loose piston enables me to satisfy in a very simple manner. I do not bore the cylinder parallel, but taper in the proportions which the drawings indicate, so that as the piston is forced back the space by which the liquid has to pass between it and the cylinder diminishes, and a compensation is so roc made for the smaller speed of the piston. The

same effect may be obtained by fixing taper strips Within a parallel cylinder.

f fare pipes provided With stop-cocks, and

'passing to a cistern'from which liquid is supplied to keep the cylinders full.

g g are pipes, also with cocks upon the'm, which are only opened when itis desired to empty the cylinders.

The cylinders b b' may, ii' desired, be connected by a Across-pipe, which will .insure an equality of pressure between them.

` zo for the -purpose hereinbei'ore set forth. r

2. rlhe combination of the hydraulic cylin der, the piston of a diameter less than that of the interiorof the cylinder, the piston-rod passingthrough the cylinder, the Weight, its chain, and the guide-pulley, substantially as and for the purpose hereinb'efore set forth.

3. The combination of the hydraulic cylinder of gradually diminishing interior diameter Vfro'm'front to rear, the piston of diameter less Lthan that of the interior of the cylinder, the

piston-rod, and its head, substantially as and for the purpose hereinhefore set-forth.

ALFRED. ANDREW LANGLEY. 'l

Witnesses: JOHN DEAN, y J. WATT, Y

Both of 17 Gra'cechurch. Street, London'. 

